Powerplant temperature regulating device



May 6, 1958 F. c. REGGIO POWERPLANT TEMPERATURE REGULATING DEVICE 2Sheets-Sheet 1 Original Filed Dec. 15, 1941 INVENTOR.

United States Patent POWERPLANT TEMPERATURE REGULATING DEVICE FerdinandoCarlo Reggio, Norwalk, Conn.

24 Claims. (Cl. 123-403) This invention relates to improvements inengine regulating devices and has particular reference to animprovedregulating device for an automotive engine such as .an aircraft engine.This application is a continuation of my copending application Serial.No. 423,001, filed December 15, 1941, now abandoned.

An object of the invention resides in the provision of a regulatingdevice for automatically varying 'the engine power output substantiallyas a preselected function of one or more engine operative conditions orother .conditicns afiecting the engine operation.

.Another object is to provide .a regulating device for automaticallylimiting the maximum engine output to a value depending on at least onevariable condition affecting the engine operation such as an engineoperative temperature.

A further object is to provide a device for regulating the engine poweroutput by automatically varying the engine induction or manifoldpressure in dependence on preselected engine operative conditionsandtheadjustment of a manual controlmember. I

An additional object is to provide .an improved device for regulatingthe engine either directly from vainanually adjustable control member.or automaticallyindependence on preselected variables.

Other objects and advantages will be more particularly pointedoutrhereinafter or will become apparent as the description proceeds.

The drawings, in which there are .diagrammaticallyiillustrated suitableconstructionalarrangements ,for the P111- pose of disclosing theinvention, are for purpose of illustration only and are .not :to betaken-as-limiting .or'restrict ing the scope of the invention.

In the drawings:

Fig. 1 is a sectional view of the engine regulatorand includes inreduced scale a diagrammatic illustration of an aircraft engine andcontrol iustrumentalities .therefor.

Figs. 2 and 3 are diagrammatic illustrations .of partially modifiedconstructions and arrangements .of .the engine regulator.

Fig. 4 is an example of engine calibrationcurve.

Figure 5 is a fragmentary section along the line 55 of .Fig. 3.

Fig. 6 is a fragmentary modification of 'Fig. 3.

The characteristic power calibration curves of an aircraft .engine,representedin Fig. 4, are referred to'the axes of abscissae OX andordinates OY representing the engine manifold temperature and theindicated mean efiective pressure respectively. The values of saidtemperatureand pressure increase in the directions indicated by thearrows.

The four curves of'Fig. 4 represent the result of actual engine testsconducted with a specified fuel, at a given value of engine speed andexhaust pressure. The curve A represents the engine indicated meanefiective pressure developed under a constant value of manifold pressurefor different values of manifold temperature. The slope of this curveshows a reduction of indicated E. 'P. with increase in manifoldtemperature, 'whichis due mainly to "ice the corresponding reduction ofdensity in the induction manifold. Curves B and C similarly indicate theindicated M. E. P. developed for twodiiferent lower constant values ofmanifold pressure. .sents the upper limit for continuous operation, fromwhich it is apparent that the maximum admissible value of the manifoldpressure, and in turn of the indicated M. E. .P., diminishes with anincrease of manifold temperature.

In highly supercharged aircraft engines in which said temperature mayvary within wide limits, engine regulators for limiting the maximumengine torque or manifold pressure at a constant value have thedisadvantage that they either limit the engine output at anunnecessarily low value at low-manifold temperature, 'or overload theengine at elevated temperature, or both. Accordingly, one of the objectsof 'the present invention is'to provide a device for limiting themaximum engine output, or torque, or manifold pressure, to a valuevarying substantially as a preselected function of the manifoldtemperature.

Furthermore, the upper limit for continuous operation varies uponchanges of fuel characteristics and other engine operative conditionssuch as exhaust pressure, cylinder temperature, engine speed,surrounding atmospheric conditions. 'Thus a further object of theinvention is to provide a regulator for varying :the engine output, orthe manifoldpressure, or the engine torque, upon variation'o'f one -.ormore preselected variables such as the "above.

While the curve L represents the upper limit for continuous operation,other similar curves maybe determined corresponding to a maximum safetemporaryengine overload, such as the upper limit for take-off power,which is also generally found to be dependent upon engine operativeconditions such as manifold temperature, exhaust pressure, etc.Accordingly still another object is to'provide a regulating device asoutlined above, including 'a controlmember for selectively limiting .themaximum engine-output either at a safe value for continuous operation,orat a higher temporary value also variable upon changes of preselectedvariables. Furthermore the regulating device maybe employed forautomatically adjusting the engine torque, or output, .or the manifoldpressure, at values lower than those correspondingto the upperlimit forcontinuous operation, as it will be apparent from the follow ingdescription.

On form of the invention is illustrated in Fig. 11 in combination withan engine such as an aircraft radial spark ignition engine, although theinvention is in no way limited in its application to any particular formor type of engine. Such engine :6 has cylinders 7 receiving air orcombustible mixture from a blower orsupercharger 8 'by way of pipes'ormanifold 9 forming part of the engine induction system. Liquid fuel maybe delivered to the engine by means of a carburetor or injection system,neither of which is shown in Fig. l. The supercharger 8 is drivenat'variable speed by an exhaust turbine 10 connected by exhaust pipe 11to the cylinder exhaustports. The How of exhaust gases to the turbinenozzles is regulated by a valve or blast gate 12. When "the latter .isrotated clockwise by means of an actuating lever 14 all exhaust gasesfrom the engine will :be delivered to the turbine, While when valve '12is rotated anticlockwise the exhaust gases discharge through duct 15 andthe turbine becomes inoperative. At intermediate positions of valve 12more or less exhaust gases will be supplied to the turbine. A controlmember 16 is connected with lever 14 by way of rod 17, lever 18 and rod19 and may be employed todirectly control the adjustment of valve 12 andin turn the speed of supercharger .8 and the pressure of the air orcombustible mixture delivered to the engine cylinders by way of pipe ormanifold '5, hereinafter referred to as manifold pressure orsupercharged fluid pressure.

The dotted line L repre- Engine 6 may drive a variable pitch propeller95, provided with a servo-motor such as a hydraulic or electric motorcontrolled by an engine-driven speed governor 107 adjustable by means oflever 20,, rod 21 and control mernher-22; for controlling saidpitchthereof to automatically keep the engine speed'constant at a valuedetermi'nedby the adjustment of member 22. Such constant-speed propellermechanism, whichis per se no part of the present invention; is morefully described in said, application Serial No. 423,001. r

The temperature responsive elements 24 and 25, the former'connected tothe manifold 9 and responsive to the temperature of the air 'orcombustible mixture therein, hereinafter referred to as manifoldtemperature, 'or. supercharged fluid temperature, and the latterresponsive to the temperature. of the engine cylinder, or suitable partassociated. therewith, or to the coolant temperature in a liquid cooledengine, are connectedby way of rods to the ends of lever 26 rotatablycarried 1 at an intermediate point, thereof by a bell-crank lever 27 foractuating a link or. rod 28.;- 1 An. increase of temperature of eitherelement.

rotateslever 27 clockwise. 1 r

The engine regulating'device, generally indicated at 29, mayconveniently comprise a casing 30having two parallel cylindricalcavities' therein. -Within one of saidcavitiesthere is disposed areciproeable piston 31 attached to rod 32 rotatably connected withlever- 18 at an intermediate point thereof. In the other cavity thereare mountedyvalve elements such as. reciprocable sleeve 34 provided withan axial cylindrical bore in which there is slidably disposed a plungervalve 55 having two spaced cylindrical discs 36 and 37 for controllingports 38 and 39 which are formed in sleeve 34 and so arranged as to bein permanent flowcommunication byway ofannular grooves formed in sleeve34 and ducts 40 and 41, respectively, withthe cylindercavity at eitherside of piston 31. .Theahnular chamber between discs 36 and 37 isconnected by way of suitable ports and line 43 with a source of pressurefluid, usually'oil from the engine pressure lubricating system while thetwo portions of. the sleeve bore'external to discs 36 and 37 areintercommunicating by. way. 'of' conduits 44 and 45, and are maintainedat relatively low pressure through return line 46 leading oil backito'areservoir or engine sump. The above outlined hydraulic servo-motoris a'known device, and it will be readily. understood that with the valveelements in .relative neutral adjustment, with ports 38 and 39 closed,as

4 mounted in the wall of housing 30. A lever 60, rotatably carried at anintermediate point thereof by member 58, is connected at its lower andupper ends with an adjusting member 61 and, by means of rod 62, with amanually adjustable member 63, respectively.

, The adjustment of the upper end of lever 48 is thus dependent on theadjustment of member 63, and the engine manifold pressure. If the areasof bellows 55 and 56 are equal, changes of pressure within housing donot affect theadjustment of lever 48, the latter being thus responsiveto the absolute manifold pressure. If one of said bellows has largerarea than the other, then an increase of pressure within housing 30 willtend to contract said larger bellows, thus displacing lever 48.Furthermore if bellows 56 is not highly evacuated, but contains asubstantial mass of expansible fluid, the adjustment of lever 48 willalso .be affected by changes of temperature within housing 30. Thecontrol member 63 may be provided with notches cooperating with aresiliently loaded detent 64. Four notches, 131 to 134, are indicatedin'Fig l. Sleeve 34 is actuated by lever 65, which is connected at oneend thereof with a rod 66 terminating in pin.v

pendent on the engine speed. The other end of the same lever carries a'pin 70 cooperating with slot 71 formed in rod 72 slidably mounted in abore of housing 73 and connected with evacuated, resiliently loadedbellows 74 supported by adjustable member 75 carried by the housingcove'r'76which closes the bellows chamber. The latter is maintained atexhaust pressure by means of pipe 77 connected with the engine exhaustpipe 11. Thus a shown in Fig. 1, the piston 31 is maintained stationary.'1

Either a displacement toward the right of plunger valve 35 or a movementto the left of sleeve 34 causes the cylinder chamber to the left ofpiston 31 to be connected with the oil'return line 46, while oil underpressure is admitted to the other side of the piston, thus displacingthe latter to the left and determining clockwise rotation of lever 18about its upper connection and anticlockwise rotation of valve 12'.Opposite rotation of the latter is obviously determined by displacementof, plunger-valve 35 toward the left or movement of sleeve 34 to theright.

The left end of plunger valve 35 is connected with a lever 48 at anintermediate point thereof, while the lower end of said lever isprovided with a pin 49 cooperating with aslot 50 formed in disc 51 keyedon a shaft carrying lever 52, which is connected with the rod 28actuated by bell crank lever 27. Thus the adjustment of the lower endoflever 48 varies as a function of the temperatures of elements 24 and25,'said functiondepending upon the configuration of slot 50. The upperend of lever 48 is actuated by a member 54 secured to the movable wallsof two diaphragm chambers or bellows 55 and 56. The former bellows issecured to the cover 53 of housing 30, and the pressure in said bellowsis kept by way of pipe 57 at the same value as in the engine manifold 9,while bellows 56, provided with a calibrated spring 59 tending to expandit, is positioned by a member 58 slidably change .of exhaust pressuredetermines a corresponding displacement of i sleeve 34 dependent on theform of slot 71.

The operation of the regulating device may be substantially as follows:Assuming the control member 63 to be set at maximum power for continuousoperation with detent 64 engaging notch 132, control lever 16 in fullopen adjustment, and lever 22 set for the desired values of enginespeed, the valve 12,. as shown in Fig. 1, is controlled by the hydraulicservo motor to maintain the engine manifold pressure ata certain valuedepending on engine operative conditions as will presently be pointedout. A variation of manifold pressure, for example a drop thereof,determines contraction of bellows 55 and displacement of plunger valve35 to the left, thus setting piston 31 in action to rotate valve 12clockwise and increase the speed of blower 8 and the manifold pressureuntil the initial value thereof is restored, whereupon bellows 55resumes its initial position and returns plunger valve 35 to neutraladjustment relative to sleeve 34. If now the manifold temperature, orthe cylinder temperature, or both vary, for instance increase,determining anticlockwise rotation of disc 51,

the lower end of lever 48 and plunger valve 35 will be displaced .to theright, causing anticlockwise rotation of valve. 12 to reduce thesupercharger speed and the manifold pressure until bellows 55 hascollapsed the necessary amount to bring plunger valve 35 back to neutralposition.v A lower manifold pressure is thus obtained corresponding tothe higher manifold and cylinder temperature;' and. the form of slot 51may be so determined that the T-manifold pressure .varies with themanifold temperaturesubstantially as indicated by curve L of Fig. 4.Similarly, either a variation of exhaust pressure causing expansion orcontraction of bellows 74, axial displacement of rod 72 andcorresponding displacement of upper end of lever 65, or a change in theadjustment of speed control lever 22 causing a correspondingdisplacement of the lower end of same lever, produce an axialdisplacement of sleeve 34 which sets piston 31 in-motion to vary themanifold pressure until bellows ,5 bes p e e aa m d. q he extent f -1ing plunger 35 again to neutral adjustment relative to sleeve 34 in thenew position of the latter. -It is therefore clear that the manifoldpressure is caused to vary as a predetermined function of manifold andcylinder or other engine operative temperature, exhaust pressure andengine speed, said function obviously depending upon the form of slots50, 71 and 68, or cams or other equivalent devices which may besubstituted for said slots.

The above automatic regulation occurs when control lever 16 is in fullyopen adjustment, but at any time the pilot may rotate said leverclockwise for directly actuating valve 12 to reduce the manifoldpressure, and as long as the latter is below the maximum preselectedvalue corresponding to automatic operation, bellows 55 remainscontracted, with plunger 35 to the left of its neutral position andpiston 31 stationary in its extreme right position, the adjustment ofvalve 12 being thus determined by the adjustment of control lever 16.The regulating device however, stands ready to resume control as themanifold pressure attains said maximum predetermined value.

A displacement of control member 63, for example toward the left,determines a compression of bellows spring 59 or otherwise resilientlyloaded bellows 56 and corresponding contraction of bellows 55 causingthe valve 12 to be rotated clockwise to increase the manifold pressureuntil bellows 55 again expands the amount necessary to bring plungervalve 35 back to neutral position. The regulating device will thusmaintain the manifold pressure, or the engine indicated M. E. P., athigher values, which may be represented in Fig. 4 by a linesubstantially similar to curve L but higher than the latter. In theexample shown in Fig. -l the control member 63, which actuates lever 60by means of rod 62, is provided with four notches, 131, 132, 133 and134, arranged to cooperate with the resilient detent 64. The adjustmentillustrated, with notch 132 engaged by the detent, may correspond tomaximum manifold pressure for continuous operation, while with notch134, 133 or 131, engaged bythe detent the engine manifold pressure maybe automatically regulated for maximum take-ofi power, admissible forvery short time, or temporary overload such as may :be required forrapid climbing to high altitude, or cruising power respectively. Theforegoing assumes, of course, that control lever 16 is in fully openadjustment, and that speed control member 22 is suitably set. Fora givenadjustment of control member 63 the engine power output may becontrolled by varying the engine speed, through member 22. Furthermore,the portions of the connections between the various elements of theregulating device, such as slots 50, '71 and 68, which are effectiveduring cruising operation, may be so designed as to automaticallymaintain the engine manifold pressure at values corresponding to maximumfuel economy.

Fuels of higher anti-knock rating have curves of maximum power forcontinuous output which are higher than line L of Fig. 4 and often havesmaller slope at high manifold temperature. The regulating device ofFig. 1 may be adjusted for such fuels by means of a suitable turningadjustment of either or both members 61 and 75.

It is to be clearly understood that the invention may be applied to anysuitable type of engine having any known type of supercharger, howeverdriven, and to any type of throttle controlled engine, the latter casebeing illustrated in Figs. 2 and 3. Referring now in particular to Fig.2, in which reference numerals already used in Fig. l designate similarparts, the engine 80 is controlled by means of a conventional throttlevalve connected with lever 81 actuated by the regulating device 32through rod 19. Lever 81 of Fig. 2 is equivalent to lever 14 of Fig. lin that clockwise or anticlockwise rotation thereof determines anincrease or decrease of the engine manifold pressure respectively. Onetemperature responsive element '83 is provided to actuate lever 52, suchelement being preferably, although not necessarily, so arranged as 6 tobe responsive not only to the .temperature .of the air .or mixture inthe manifold 9 but also, to a predetermined extent, to the temperatureof the surrounding parts of the engine cylinder 7. The regulatingdevices 82 and 29 aresimilar with the exception that bellows 74 has beeneliminated from the former, the upper end of lever 85 thereof beingpivoted on shaft 84 carried by the housing. Furthermore in the regulator82 bellows '56 has a smaller effective area than bellows 55, and meanssuch as a vent 136 is provided for keeping the pressure within housing30 substantially equal to the surrounding pressure and in turn to theengine exhaust pressure, as the exhaust ports of engine 80 aresubstantially opento the atmosphere. The manifold pressure of thisengine may thus be automatically regulated, or the maximum value thereoflimited, substantially as a predetermined function of the manifold andengine cylinder temperatures, surrounding atmospheric pressure andengine speed, said function depending upon the adjustment of a controlmember connected with link or rod 62.

If it is not desired that the manifold pressure vary with the enginespeed, the regulator may be simplified by eliminating the operativeconnection between the engine speed control member 22 actuating rod 66and the sleeve 34. 7 Accordingly, Fig. 6 shows a modification of Fig.3,.or Fig. 1, in which the lower end of lever 65, instead of beingoperatively connected by way of linkage 66 with the speed control member22, is pivoted to the housing.

While in the illustrated embodiment the engine regulating device hasbeen shown as adapted to regulate the manifold pressure, it will beapparent to those skilled in the art that various other arrangements maybe utilized without in any way exceeding the scope of the invention. Forexample, since the engine torque and the manifold pressure are mutuallydependent variables, devices .substantially similar to those illustratedmay be arranged to regulate the engine power by adjusting or limitingthe engine torque as a preselected function of one or more engineoperative conditions. One such arrangement is illustrated in Fig. 3, inwhich the engine 86 is provided with a throttle valve actuated by lever81 for controlling the manifold pressure and in turn the engine torque,and with a torque meter 87', such as a hydraulic torque responsivedevice connected with a planetary speed reduc-- tion gear, arrangedbetween the engine crankshaft and the propeller shaft, for maintainingthe oil pressure in suitable conduit and reservoir means or pressureline 88 at all times proportional to the torque transmitted from theengine to the propeller. Such a device, which is well known and is nopart of the invention claimedherein, is more fully described in saidapplication, Serial No. 423,001. The engine regulating device 90includes a pressure responsive element such as a bellows 91 connected bymeans of pressure line 88, with the pressure chamber 124 of the torquemember so that the pressure within said bellows is proportional to theengine torque. A member 54, connected with the upper end of lever 48, isarranged between the movable wall of bellows 91, to which it is secured,and a spring 92 adjustable by way of rod 62. The pressure within thehousing closed by cover 76 is maintained at surrounding atmosphericpressure by means of a vent 93. The arrangement of regulator 9t) and theoperative connections thereof are otherwise similar to those alreadydisclosed, as indicated in part by the reference numerals, and it Willtherefore be apparent that the regulator will adjust the engine torque,or limit the maximum value thereof, as a preselected function of themanifold and cylinder temperatures, surrounding atmospheric pressure andengine speed, said function being dependent on the adjustment of rod 62.

While particular mechanical embodiments have been somewhatdiagrammatically illustrated for the purpose of disclosing theinvention, it is to be understood that the invention is not limited tothe arrangements so illustrated assesseand described, but that suchchanges in the arrangement of the variousparts and in the manner ofoperation thereof may be 'resorted toas come within'the scope of theappended claims. In interpreting said claims, where they are directed toless than all of the elements of the complete system disclosed, theyareto be construed as .cov ering possible uses of the recited elementsin installations which lack the non-recited elements.

I I claim:

1. A pressure regulator for supercharged internal combustion enginescomprising a servo-motor, means for connecting it with a throttle valve,in the air or fuel-mixture conduit of theengine, a manually operatedmember, a device responsive to engine intake pressure, servo-motorcontrol means under control by said member for the purpose of selectinga pressure to be maintained and 7 under control by thepressureresponsive device for causing the servo-motor so to operate thethrottle valvetha't a selected pressure is maintained, and ineansindependent of the manually operated member for modifying the action ofthe servo-motor control means to prevent the maintenance of a highintake pressure when the temperature'of the intake air or fuel mixtureis reached such that enginedetonation occurs withthe high intakepressure.

2. A pressure regulator for supercharged internal combustion enginescomprising a throttle valve movable to different positions toregulate'the pressure maintained in the fuel induction conduit of saidengine, a member movable to different positions to select differentpressures to be maintained, automatic means controlled by variations inpressure in the induction pipe and operable to move the fuelinductionconduit of said engine, a member movable to different positions toselect ditfercnt pressures to be maintained, automatic means controlledby variations in pressure in the induction pipe and operable to move thethrottle so as to maintain any pressure selected by said selector memberand automatic mechanism independent of the said selector member formodifying the action of the automatic means, when operating conditionsare such as would cause detonation if pressures above a certain maximumare maintained, to prevent the maintenance of pressures above suchmaximum regardless of the pressure selected.

4. A pressure regulator for supercharged internal combustionenginescomprising a throttle valve movable to different positions to regulatethe pressure maintained in the fuel induction conduit of said engine, aselector member movable to different positions to select differentpressures to be maintained, automatic means controlled by the positionof said selector member and variations in pressure in the'induction pipeand operable to move the throttle so as to maintain any pressureselected bysaid selector member and automatic mechanism when operationsare such that the selected pressure would cause detonation and operable,without changing the position of the selector member, to modify theaction of said automatic means, so as to cause the pressure maintainedunder such conditions to be less than that selected by said selectormember.

5. Apparatus for controlling the intake pressure of a superchargedinternal combustion engine comprising a member for actuating a throttlevalve in the engine induction passage, a servo-motor for operating saidmember, a device responsive to temperature of engine operating medium,an element responsive to engine intake pressureja manually operablepart, pressure selecting means operated by said part, means controlledby said device for modifying the action of the pressure selecting meansso as to limit the obtainable pressure to a value less than can bedemanded by manual operation, and means under control by said elementand by said pressure selecting means for controlling the, servo-motor.

6. Apparatus for controlling the pressure in, the fuel mixture intakeconduit of a supercharged aircraft engine comprising a'throttle valve insaid conduit movable to different positions to control the pressuretherein, a servomotor operatively connected to the throttle so as tomove said valve when the servo-motor is operated, a manually operablepressure selecting member movable to difierent positions to selectvarying pressures up to a predetermined maximum, a pressure responsivedevice, a servo-motor control means the position of which is determinedby said pressure selecting member and said pressure responsive means andeffective to cause the servo-motor to move the throttle to a position toobtain whatever pressure is selected and to automatically maintain suchpressure during operation of the aircraft and means independent of thepressure selecting member and automatically operable under operatingconditions which would cause detonation at a selected pressure to limitthe movement of the servomotor control means so as to prevent sutficientopening of the throttle by said servo-motor to obtain a pressure asgreat as said selected pressure in order to prevent detonation when apressure high enough to cause detonation under said operating conditionsis selected by said selector member.

7. Apparatus for controlling the pressure in the fuel mixture intakeconduit of a supercharged aircraft engine comprising a throttle valve insaid conduit movable to different positions to control the pressuretherein, a servomotor operatively connected to the throttle so as tomove said valve when the servo-motor is operated, a manually operablepressure selecting member movable to different positions to selectvarying pressures up to a predetermined maximum, a pressure responsivedevice, a. servo-motor control means the position of which is determinedby said pressure selecting member and said pressure responsive means andeffective to cause the servo-motor to move the throttle to a position toobtain whatever pressure is selected and to automatically maintain suchpressure during operation of the aircraft and means independent of thepressure selecting member and operable in response to variations intemperature in the fuel mixture intake conduit for limiting the movementof the servo-motor control means so as to prevent sutficient opening ofthe throttle to cause detonation at any particular intake temperatureeven if the pressure selecting member is positioned so as to select ahigh enough pressure to cause detonation at such particular temperature.

8. In atemperature regulator for a thermal powerplant having at leastone combustion chamber, an air intake system with a compressor thereinfor supplying air under pressure to said combustion chamber, thecombination with means for regulating the rate of fuel supply to saidcombustion chamber, of means responsive to variations in an operatingtemperature of the powerplant resulting from combustion and varying withthe rate of fuel supply thereto, means responsive to air pressure insaid intake system on the discharge side of said compressor, and afloating lever having a first portion connected with said fuelregulating means, a second portion connected with said temperatureresponsive means and a third portion connected with said pressureresponsive means for varying the rate of powerplant fuel supply as afunction of both said temperature and said pressure, the arrangementbeing such that the rate of fuel supply is caused to decrease as saidtemperature rises above a predetermined value.

9. In a control device for an engine having regulating means for varyingthe rate of engine fuel supply, the combination with fluid pressureactuated means for operating said .regulatingsmeans, rof-valuemeans forcontrollin'g 'said .finid pressure actuated :means, said valve meansincluding first and sccondmov-able elements whose relative adjustmentdetermines the operation of .said .pressure actuated means, a firstmechanism'subject to manual supervision for variably positioning saidfirst element to select engine power, -a first sensordeviceresponsivetoan operating condition of the engine 'which is ameasure of engine power. for positioning said secondelement to main?tain engine power as selected, 'and anadditional sensor deviceresponsive to engine temperature for modifying the action of the.firstsensor-device upon .the second elementso as to decrease the rateof enginefuel supply when the engine temperature rises above apreselected value.

10. ln control'apparatus for acombustionengine, the combination withregulating means for varying the rate of engine fuel flow, of valve:means for controlling said regulating means, said valve means includingtwo movable elements whose relative adjustment determines the operationof said regulating means, a manually operable mechanism for remotelypositioning one of said elements, a sensor deviceresponsive to anengine'operating condition indicative of need for variation in the rateof engine fuel flow for moving the other element, and engine temperatureresponsive'zmeans for varying the effect of the sensor device uponflthesecond element to decrease the rate of engine fuel flow when the enginetemperature rises above a predetermined value.

11. A combustion engine controller having regulating means forcontrolling the rate of fuel flow to the engine, said regulating meansincluding valve means comprising two movable valve elements one of whichis provided with port means while the other is arranged to control saidport means whereby the rate of engine fuel flow is caused to vary byaltering the adjustment of either valve element, a control subject tomanual supervision for positioning one of said valve elements, a firstsensor device responsive to changes in a condition indicative of needfor variation in the rate of engine fuel flow for moving the other valveelement, and an additional sensor device responsive to an enginetemperature and operatively connected with one of said valve elementsfor moving the same to decrease the rate of engine fuel flow upon apredetermined rise in said engine temperature.

12. In a fuel controller for an engine having an air intake system, afuel regulating device for controlling the rate of fuel flow to theengine, said regulating device including valve means comprising twomovable valve elements one of which is provided with port means whilethe other is arranged to control said port means whereby the rate ofengine fuel flow may be caused to vary by altering the adjustment ofeither valve element, manually adjustable control means operativelyconnected with one of said valve elements for positioning the same, asensor device responsive to changes of pressure in said air intakesystem operatively connected with the other valve element forpositioning the same, and an additional sensor device connected with aportion of the engine and responsive to temperature variations thereinfor moving one of said valve elements to decrease the rate of enginefuel flow as said temperature increases.

13. An engine controller as defined in claim 11, further including meansresponsive to variations in the surrounding barometric pressure andoperatively connected with said first sensor device for modifying theeffect thereof upon the corresponding valve element.

14. A combustion engine controller having regulating means forcontrolling the rate of fuel flow to the engine, said regulating meansincluding valve means comprising two movable valve elements one of whichis provided with port means while the other is arranged to control saidport means whereby the rate of engine fuel flow is caused to vary bymoving either valve element, manually adjustable control means forpositioning one of said valve operative condition of theengineindicative of need for variation in the rate of :fuel flowforlmoving the other valve element, and an additional sensor deviceresponsive to variations in a temperature of the engine and connected bymeans of a cam with one ,-of said valve elements for moving the same todecrease the rate of fuel flow as said temperature increases.

15. A combustion engine controller having regulating means forcontrolling the rate of fuel flow to the engine, said regulating meansincluding valve means comprising two movable valveelements one of whichis provided with port means while the other is arranged to control saidport means whereby the rate of engine fuel flow is caused to vary bymoving either valve element, manually settable control means forpositioning one of said valve elements, means responsive to variationsin a plurality of parameters of engine operation for moving the othervalve element, and means responsive to changes in a temperatureaffecting engine operation for moving one of said valve elements todecrease the rate of engine fuel flow upon increase in said temperature.

'16. An engine controller as defined in claim 14, further includingadjusting means for modifying the datum of the first sensor device.

17. An engine controller as defined in claim 14, further including meansresponsive to changes in surrounding barometric pressure for modifyingthe effect of the first sensor device upon the valve element movedthereby.

18. In a combustion engine controller having fuel control means forregulating the rate of fuel flow to the engine, a control valve in saidfuel control means, said valve comprising co-operating co-axial firstand second valve elements each separately movable to vary the rate ofengine fuel flow, manually operable control means for positioning thefirst valve element, and means responsive to a pressure tending to varywith the rate of engine fuel flow and means responsive to enginetemperature operatively interconnected to actuate the second valveelement, the temperature responsive means operating on said second valveelement in the sense to decrease the rate of engine fuel flow as saidengine temperature rises.

19. A device as in claim 18, in which the pressure responsive means andthe temperature responsive means are connected to the second valveelement by means of a floating lever.

20. A device as in claim 19, in which the pressure responsive means, thetemperature responsive means and the second valve element are eachconnected to a different portion of said floating lever.

21. In control apparatus for an aircraft engine having an air inductionsystem, the combination with regulating means including aservo-mechanism for varying the rate of engine fuel flow, of a valve forcontrolling the servomechanism, said valve comprising first and secondcooperating valve elements whose relative adjustment determines theoperation of the servo-mechanism, each of said valve elements beingmovable, a manually operable remote control for positioning the firstvalve element, a sensor device responsive to variations of pressure inthe engine air induction system for actuating the second valve element,and engine temperature responsive means for actuating the second valveelement in the sense to decrease the rate of engine fuel flow as theengine temperature increases.

22. A combustion engine controller having regulating means forcontrolling the rate of fuel flow to the engine, said regulating meansincluding valve means comprising two movable valve elements one of Whichis provided with port means while the other is arranged to control saidport means whereby the rate of engine fuel flow is caused to vary byaltering the adjustment of either valve element, control means connectedto one of said valve elements for adjusting the same, a first sensordevice responsive to a condition indicative of need for variation in therate of engine fuel flow for positioning the other a valve element, anadditional sensor device responsive to changes in an engine-temperature,and an operative connection including cam means for actuating one ofsaid valveelements from said additional sensor device to vary the rateof engine fuel flow as a preselected function of said temperature.

23. In a fuel controller for an engine having an air intake system, afuel regulating device for controlling the rate of fuel flow to theengine, said regulating device including valve means comprising twomovable valve elements one of which is provided with port means whilethe other is arranged to control said port means whereby the rate ofengine fuel flow may be caused to vary by altering the adjustment ofeither valve element, control means operatively connected with one ofsaid valve elements for variably positioning the same, a sensor deviceresponsive to changes of pressure in said air intake system operativelyconnected with the other valve element for positioning the same, anadditional sensor device connected with said air intake system andresponsive to temperature variations therein, and an operativeconnection including cam means between said additional sensor device andone of said valve elements for moving said valve element to vary therate of engine fuelfiow as a predetermined function of said temperature.

24. In a'fue'l controller fora combustion engine having an air intakesystem with a compressor therein, the combination'with regulating meansfor controlling the rate of fuel flow to the engine including valvemeans comprising two movable valve elements one of which is providedwith port means while the other is arranged to control said port meanswhereby the rate of engine fuel flow is caused to vary by moving eithervalve element, of control means for variably adjusting one of said valveelements, a first sensor device responsive to pressure in said airintake system on the discharge side of the compressor for moving theother valve element, an additional sensor device connected with said airintake system to sense temperature variations therein, and an operativeconnection including cam means between the additional sensor device andone of said valve elements for moving the same to vary the rate of fuelflow in predetermined relation to said temperature.

FOREIGN PATENTS 458,350 Great Britain Dec. 17, 1936

